Locomotive-spring-rigging-equalizing device



Much 5, 1929. A. J. TOWNSEND LOCOIQTIV E SPRING RIGGING EQUALIZING DEVICE Filed larch 15, 1926 2 Shoots-Shee 1 14 emtoz 339: 1 omeg Mud! 1929- A. J. TOWNSEND 1,704,256

LOQDIOTIVE SPRING RIGGING EQUALIZING DEVICE Filed latch 15, 1926 2 Shoots-Sheet 2 2'2 224; ii z5 14 729 O Z// O Svweuioz Patented Mar. 5, 19 29.

PATENT OFFICE.

ALBERT J. TOWNSEND, OF LIMA, OHIO.

LOCOHOTIVE-SPRING BIGGING-EQUALIZING DEVICE.

Application filed larch 15, 1926. Serial No. 94,919.

:This invention relates to a spring rigging equalizing device and is particularly useful in connection with locomotives.

My invention is especially useful in connection with the spring riggings of four wheeled locomotive trucks although it might very readily be used in connection with main frame spring riggings or car truck's. Oneof the primary objects of the invenlu tion is to provide simple, inexpensive and effective means for altering the location of the fulcrum pin of an equalizer beam.

In locomotive construction it has usually been the practice to provide multiple holes in the equalizer and fulcrum and to move the fulcrum pin from one hole to another to properly distribute the load. This method may be successfully followed in cases where the holes can be spaced a suflicient distance apart to take care of the diameter of the pins. In finer adjustment however this method can not be followed as the diameter of the pins will not permit of very close spacing of the holes, it having been found in ractice that the pin will not permit a sma er distance than 3 between centers of-the multiple holes. For short equalizers such as are emplo ed in four wheeled trucks such spacing W0 d not permit of proper distribution of the load.

My invention therefore contemplates the provision of an adjustable equalizer fulcrum which will permit the pin to be moved. the proper amount to get a suitable variation for short equalizers.

A more specific object of my invention resides in the provision of an equalizing device which may be adjusted in a simple manner to var the wei ht distribution of a locomotive a er the ocomotive has been assembled.

o The foregoing together with such other objects as are incident to my invention or may" appear hereinafter I obtain by means of'a construction which is illustrated in preferred form in the accompanying drawin s wherein Fig. 1 is aside elevation'showmg the application of my invention to a four wheel truck, which truck is diagrammatically shown in dot and dash lines and in this instance is of the integral cast steel frame type.

Fig. 2 is afragmentary plan view of Fig.

1 showing the spring rigging in full lines and the truck frame in dot and dash lines. Fig. 3 is a fragmentary-cross section taken on the line 33 of Fig. 1, the fulcrum pin appearmg in full lines;

Flg. 4 is a section similar to that of Fig. 3

showing the application of my invention to a truck of the built up type;

Fig. 5 is a detailed plan view of one of the end bushings employed in the construction shown m Figs. 1, 2 and 3;

Fig. 6 1s a detailed perspective view of the beam bushing;

Fig. 7 is a detailed perspective view of the end ushlngs employed in the-construction shown in Fig. 4; and

F igs. 8 and 9 are diagrammatic views showmg two difl'erent positions of adjustment.

Referring the drawin s and more particularly to Figs. 1, 2 and 2, the reference letter A denotes a four wheeled truck 8 comprislng an integral cast steel frame the side members 9 of which are of substantially hollow construction, a pair of axles 10 and 11 ournalled in said. frame by means of the ournal boxes 12 and 13 respectively and the wheels 14. l

The spring rigging for the truck is indicated as a whole by the reference letter B and comprises the springs 15 resting on the ournalboxes, an equalizer member or beam .16 between said springs and connected at each end to the springs 15 by means of the hang ers or links 17, and the adjustable fulcrum 'device indicated as a whole by the reference letter C. .The spring riggin .B is in this instance shown as being anc ored at each end to the truck frame as by means of the members 18 and 19 although one end of said rigging might beconnected to another spring rigging if so desired.

In Figs. 1, 2 and 3 the adjustable fulcrum device C is shown in a central position it however being adjustable to either side of the center as will presently appear. With the device C in such position and with it located midway'between theends of the equalizer beam 16, the same proportion of the superimposed load will be equalized to each spring 15. When it is'desired to impose more weight upon one spring than upon the other the device C is adjusted to shift thefulcrum point nearer to the spring which is to receive the most weight.

In this connection it is pointed out that in the design of locomotives. the equalizer fulcrumsare so arranged as todistribute the i loads to the springs according to the Weights which are desired for each axle. It is frequently desirable, however, after the locomotive is built, to alter the location of the equalizer fulcrum pins a small amount in order to vary the condition of spring loading, there by effecting changes in the weight distribution.

The above is accomplished through the medium of the fulcrum device C hereinbefore the fit being a sliding one so that the bushing may be readily removed. An aperture suitable for receivin the fulcrum pin 22 is provided in the bus ing 21 said aperture being located on one center line of the bushing away from the actual center of the bushing, the same being clearly shown in Fig. 6 of the drawings. Thus there are three ways in which the square bushings may be applied in order to give three combinations of effective equalizer arms, in other words by simply changing the position of the square bushing, the spring loading may be altered as desired, one position being with the fulcrum pin above the center of the square, another with the pin itofthe right, and another with the pin to the Similar square bushings 23, 23 are provided at each side of the bushing 21, the same being mounted in square apertures in the side members 9 of the truck frame, the bushings 23, 23 employed in the construction shown in Figs. 1, 2 and 3 being provided with flanges 24, 24 bearing against the frame (see Figs. 3 and 5). In this construction the fulcrum pin 22 is in the form of a bolt shouldered at 25. The bushings 21 and 23, 23 are held together by means of the pin 22 and its nut 26 and this without bindin by virtue of the nut 26 engaging the shou lder 25. The assembled bushings and fulcrum pin are held against lateral displacement by the flanges 24, 24. When shifting the point of fulcrum of the equalizer beams the bushings 23,23 are positioned to correspond to the positioning of the bushing 21.

In the construction shown in Fig. 4 it will be seen that the equalizer beam 16 is fulcrumed in the apertured bracket 27 which is secured to the side member 28 of a built up type of truck. In this instance the end bushings 23, 23, are provided with grooves 29 in three sides thereof which are complementary. to the cross grooves-30 in the bracket 27, more accurately stated the groove in the surface which is positioned adjacent the surface of the square aperture in the bracket having the groove 30, is complementary to said groove 30 whereby a hole is providedfor receiving the pin 31. Thus lateral displacement of these bushings is prevented. The fulcrum pin 22 fitting the offset apertures in the bushings 21 and 23", 23*, is shouldered at 32 and a positioning 'plate 33 secured to the bracket 27 is provided between said shoulder and the fulcrum pin nut 34 whereby displacement of the fulcrum device parts is prevented.

By way of example it is pointed out that the design shown in the drawings is such that with the fulcrum pin located as in Fig. 1 the efi'ective arms of the equalizer beam are each 31 inches long and the same weight is there fore transferred to each spring and when the pin is shifted to the position indicated in Fig. 9 the effective equalizer arms become 30% inches to the back spring and 31% inches to the front spring, thereby throwing about 5% .more of the superimposed weight upon the back spring than will be carried by the front spring.

From the foregoing it will be seen that an adjustable fulcrum device is provided by means of which the weight distribution of a locomotive may be altered without making any change in the construction, after the locomotive is built.

While I have described my invention in connection with locomotive trucks it is to be understood that the advantages thereof may be realized in connection with other apparatus employing equalizer beams.

The device may be advantageously used in connection with booster equipped locomotives for varying the weight distribution so as to get the most advantageous results.

It will be observed that the same mechanism may be used if desired for making vertical adjustments or taking up wear.

I claim 1'. In combination with spring rigging, equalizer means between springs of said rigging including a beam and an apertured fulcrum pin carrying means associated therewith movable to various positions to shift the fulcrum point of the beam.

2. A spring rigging comprising in com bination a pair of springs, an equalizer beam between said springs, and an apertured fulcrum pin carrying means associated there with movable to various positions to shift the fulcrum point of the beam.

3. In a truck having a pair of axles the combination of a pair of springs for transmitting the load tosaid axles, an equalizer beam between said springs, and an apertured fulcrum pin carrying means associated therewith movable to various positions to shift the fulcrum point of the beam.

4. In a truck having a pair of axles and a frame in which said axles are journalled the combination of apair of springs for transmitting the load to said axles, an equalizer beam between said springs having a re- 0955, a. fulcrum pin and a bushing adapted to fit said recess having an aperture for receiving said pin the axis of which is offset from the axis of the bushing, said bushing being movable to various positions to shift the fulcrum point of the beam.

5. A spring rigging comprising in combination an equalizer member between springs of said rigging, a frame member, a fulcrum pin, one of said members having a bushing receiving aperture, and a bushing fitting said aperture having an aperture for receiving said pin the axis of which is set to one side of the axis of the bushing, said bushing being movable to shift the fulcrum point. i

6. A spring rigging comprising in combination an equalizer member between springs of said rigging, a frame member, a fulcrum pin, said members havin bushing receiving apertures, and a bushing tting each aperture having an aperture for receiving said pin the axis of which is off-set from the axis of the bushing, said bushin s being movable to shift the fulcrum point 0 'the equalizer member.

7 In combination with spring rigging, an equalizer beam between springs of the rigging having a polygonal opening therein, and a fulcrum block having a fulcrum receiving aperture therein, said block being similar in outside configuration to said polygonal opening and being adapted to be inserted into said opening in various positions.

In testimony whereof, I have hereunto signed my name.

ALBERT J. TOWNSEND. 

